Check rides - what is being assessed?
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Check rides - what is being assessed?
Hi all,
Could the seasoned pilots out there share some advice on how I can prepare for a check ride. What are the main items that an operator will be looking for? Are there any big do's and dont's?
Coming straight out of a flying school without any 'real world' experience makes me question, how different is it out there? Quite obviously the fundamentals don't change however are they looking predominantly for efficiency, safety, airmanship, people skills, certain techniques etc?? Having been taught by instructors who have never stepped foot outside of a flying school makes me think I could possibly be doing things the wrong way for the road I want to take.
Cheers
FL170
Could the seasoned pilots out there share some advice on how I can prepare for a check ride. What are the main items that an operator will be looking for? Are there any big do's and dont's?
Coming straight out of a flying school without any 'real world' experience makes me question, how different is it out there? Quite obviously the fundamentals don't change however are they looking predominantly for efficiency, safety, airmanship, people skills, certain techniques etc?? Having been taught by instructors who have never stepped foot outside of a flying school makes me think I could possibly be doing things the wrong way for the road I want to take.
Cheers
FL170
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FL170, operators want to see that you can operate the aircraft safely, efficiently. So know your checks, inside out, back to front. And actually do them, don't just call them out. I have actually seen pilots call their checks out, when I ask if the checks are done they say yes, "oh, ok, so why aren't the landing lights on, how come you never checked the gear, fuel pumps still off" etc. Those guys don't get so far.
And if you get criticised, take it on the chin, don't sulk, don't pout, don't purse your lips and look away then argue. I've seen all of that, then they wonder why they don't get hired.
Also, know your rules, rights and obligations. Treat it just like a flight test. However, don't be intimidated by the pilot sitting next to you. Whether they be CP, Head of C&T, senior base or just a line pilot.
They dont expect you to be Chuck Yeager, just be able to fly a plane safely, the finer points will be covered in ICUS.
And if you get criticised, take it on the chin, don't sulk, don't pout, don't purse your lips and look away then argue. I've seen all of that, then they wonder why they don't get hired.
Also, know your rules, rights and obligations. Treat it just like a flight test. However, don't be intimidated by the pilot sitting next to you. Whether they be CP, Head of C&T, senior base or just a line pilot.
They dont expect you to be Chuck Yeager, just be able to fly a plane safely, the finer points will be covered in ICUS.
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Carry out the check flight as if you were doing a flight test. Use the checklist, call everything out loud, and if you are working with passengers then make sure you give them the pax brief.
The CP or whoever you do the check flight with just wants to see that you are capable of operating the aircraft safely and efficiently on your own.
*not repeating, the air up there just beat me to posting* haha
The CP or whoever you do the check flight with just wants to see that you are capable of operating the aircraft safely and efficiently on your own.
*not repeating, the air up there just beat me to posting* haha
Last edited by 777WakeTurbz; 27th Sep 2009 at 04:16. Reason: Too slow...
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1. Tollerances (no sustained errors)
2. Configurations (correct)
3. Rules (stick to them)
5. Limitations (dont exceed)
4. Overall performance
I think thats basically the items you can be failed on. (I'm not an ATO or an instructor so...can't guarantee the accuracy).
2. Configurations (correct)
3. Rules (stick to them)
5. Limitations (dont exceed)
4. Overall performance
I think thats basically the items you can be failed on. (I'm not an ATO or an instructor so...can't guarantee the accuracy).
Most have been pretty easy.
You can expect a few circuits, flapless manual gear extension and the like. You will get an EFATO so know where you want to point it and some will do a glide approach from downwind. It all seems easy enough but remember chances are you will be doing this in an aeroplane you have never flown before.
Make sure you know the numbers! AND don't just read the POH - study it like a type endorsement.
One question that trumps many people is when asked 'what if xxxxx fails?' Most will spit out a generic checklist and various problem solving items. Tell them what your initial actions will be followed by consulting the POH many pilots forget that crucial step.
You will also get a couple of route checks visually navigating - NO GPS!!!! So the glass boys often get in the poo
Don't be nervous!
You can expect a few circuits, flapless manual gear extension and the like. You will get an EFATO so know where you want to point it and some will do a glide approach from downwind. It all seems easy enough but remember chances are you will be doing this in an aeroplane you have never flown before.
Make sure you know the numbers! AND don't just read the POH - study it like a type endorsement.
One question that trumps many people is when asked 'what if xxxxx fails?' Most will spit out a generic checklist and various problem solving items. Tell them what your initial actions will be followed by consulting the POH many pilots forget that crucial step.
You will also get a couple of route checks visually navigating - NO GPS!!!! So the glass boys often get in the poo
Don't be nervous!
Operate the aircraft they way the employer wants it operated. It should always be within the rules, but there is more than one way to skin a cat.
Don't assume because your school taught you a certain way of doing things, it is the only way. Ask what they expect.
Don't assume because your school taught you a certain way of doing things, it is the only way. Ask what they expect.
